Electrical remote control system



June 9, 1931. H. FROGER 1,809,636

ELECTRICAL REMOTE CONTROL SYSTEM Filed Feb. 29, 1928 3 Sheets-Sheet 1Pied 8 5 0 agi June 9, 1931. FROGER 1,809,686

ELECTRICAL REMOTE CONTROL SYSTEM Filed Feb. 29, 1928 3 Sheets-Sheet 2Flair ,,*J l l- Ewen-Qanenricu B 0362,

June 9,1931. I H. FRO ER 1,809,686

ELECTRICAL REMOTE CONTROL SYSTEM Filed Feb. 29, 1928 3 Sheets-Sheet 3Fiaj flan rz'cws Kroger,

Patented June 9, 1931 uNr-reo stares QEEICEI} HENBICUS FROGER'; 10F ITHEHAGUFEE FNETHEELANZDS! EnEc'rRIc n narrow-n conmnon sysrnm Application,fi1edp lebruary 29,1928, Serial: No. 258,0 10,; and :inithe: NtherlanrlsMareh 8, 1927. I

points and the like andhas for its object toprovide an improved systemof controlof this character which is simple and effective in ope erationand provides a high '(legree of security and reliability For the saidpurposes thereare special requirements as to reliability and for meetingthe same the, invention principally comprises the combination of,controlling means for operation in case of shortcircuitinga resistance,; a light signal "lighted -'upon the said shortcircuitingymeansforoperation in case of the line comprising the said resistancej fiircoming-currentless and another light signal] lighted upon the 'saidlinebecoming current-1" less.

The other featuresof the invention willibedisclosed when explaining theannexed (11th grammatic '-drawings wherein some embodi ments' of theinvention are shown by way of examples.

Fig, 1 is a representation of a'iirst embodi ment Fig. 2 is a secondembodiment comprising a difierential relay with the two coils inparalleLconnection;

Fig. 3 is a third embodiment withwhicha relay is used as the resistancewhich is to be short circuitedfor; efiectuating the alarm;

signal ;I A

Fig. is a fourthembodiment applied toa railway forl safeguarding acertain part of f the: same en g. at a crossing and Fig. 5 is afifth'embodiinent applied as in Figure '-l.

11'1 Fig. 1 the sourceof current 1 isconnect ed to a relay 2, thearmature 3 ofwhich is fu'l crumed'at- L and normally is held low'by itsown weight; Another relay 5 the armature 6 ofwhich isfulcrumed at 7 andnormally is attracted, is connected in series withthe ren- "lay 2,.andthe circuit is closed by the wires Sj with, resistance- 9." If thelatter is short zcir--- cuited the force-of the magnet 2 is amma creasedthat its armatureis-"attracted causing a contact at; 10 between-thelines11"and= l2 forming parts of a separate cir'cuit' (notshown) e01lightingFthe alarm signal. 31 At :nse one singlesource (1), in whichcaset ,further lines 16 are provided, the circuits for thealarmand-the-defect signals then being the same timethe force-of themagnet 5 2 equally "is increased but this fact-merely the line 8,,'-th,ecurrent-ceases-to flow, the relays E5iand12 are deenerg1zed,- whichcauses the-armature 3 to remain iII ItSlOWQSt position and the armature6 to 'fallrlown; so that:

at '13 contact islattained between the lines'let and 1530f a-furthercircuit (notshown) for a lighting the defect signal-* It isiadvisabl'e-to apply-a separate source of current. for the signals; evento have still at least ,one reseryetherefor, so that under allcircumstances the defect signal will be given a with almost certainty;bntitis possible to lie-- provided between the lines- 12and=17 and 15and l7 respectively. As thede fect signal is I themost important part ofthesystem, it is v not urgent tohave a reserve for the battery-1.

The arrangement according to Fig. 2 comprises a difie'rentialrelay 2,the windings-of which, acting ,uponthe same; fixed core are I connectedin parallel,- the relay 5 and the re-" sistance 9 being. iii-series Withthe unwinding of therelay2 l The lastna ned-winding acts stronger on thearmature 3, than the upper winding and alsois so much stronger by 1itself that itsaction,"decreased theresists ances 5 and 9, is at leastapproximately compensated by the actionof the upper countem actingwinding so that normally the arma-r time 3 is not attracted; attractionoccurring when the equ libr umns broken either by an lnterruptlon 'or bya short ClICLUtlDgOf the zresistance VVith the clnbodiinentyshown inFig,for

signaling not a separate resistance but the relay 2 itself is to beshort circuited (between 88), whereupon its armatureS is released Withthis arrangementboth the armatures 3 and 6 normally are attraeted.-

For-dealing with 'the'-arrangement-shown-- The normal closed circuits ofthe windings of relay 2 of this arrangement are from battery 1, throughthe adjacent.- switch on the right, immediately thereafter dlviding, oneportion going to relay and the other portion going to winding 19 ofrelay 2, and thereafter again dividing, one portion going to winding 18and from there direct- 1y back to the battery 1, the other portion goingfrom winding 19 through relay 5, wire 8, resistance 9 and rail 8 back tothe battery 1.

As to that portion of the current which goes to resistance 2", thenormal closed circuits are from the battery 1, through winding 19, whereit again divides, one portion passing through winding 18 and from therei going directly back to the battery 1, and the other portion passingfrom the winding 19 through relay 5", wire 8", resistance 9", and rail 8back to battery 1.

Upon a train arriving at the insulated railpiece 20 the resistance 9 isshort e rcuited, so that the equilibrium of the differential relay 2 isbroken and its armature 3 is attracted by the action of the winding 19.Thereby contact is made at 10 and the circuit is closed, comprising onemagnet 33 of a lever switch and the transformer 27 through theintermediance of which a low tension current is obtained from the hightension alternative current lines 28, 29. The said energizing of themagnet 33 causes an anticlockwise rotation of the lever armature 35, sothat a contact is attained at 3( whereby a further circuit is closedcomprising the stoplamps 37, i. e. the alarm signal, the line 34 and thetransformer 27. As soon as the short circuiting of the resistance 9 isfin ished, i. e. when the train has passed the rail piece 20, thearmature 3 by its own weight or by a spring (not shown) is restored toits drawn position of rest due to the fact that the magnetic action ofthe winding 19 almost or wholly is compensated by the action of thewinding 18, which is coiled in opposite direction. This winding 18 beingin parallel with the resistances 9 and 0, its number of coils is greaterthan that of the coils of the winding 19.

When the train arrives at the insulated railpiece 21 the resistance 9 isshort cir cuited, which in cooperation with the differential relay 2causes in a similar way as already described for the relay 2' theenergiz ing of the other magnet- 32, so that the lever 35 is turnedclockwise and thereby is returned to its drawn position, with whichthere is no contact at 36, so that the stoplights 37 are extinguished.

If by some reason the current ceases to flow through the line 8 e. g. bya break of the resistance 9', the armature 6 of the relay 5 is released,so that a contact is made at 13 and thereby a circuit is closedcomprising the defect lamps 40, lamps 40, 41 and 43 in parallelconnection with lamps 40 and the transformer 27. At the same time theequilib rium of the relay 2 is broken, so that the alarm signal also isgiven.

If the line 8" becomes currentless the armature 6 of the relay 5 isreleased, whereby another circuit is closed at 13", equally comprisingthe defect lamps 40, lamps 40', 41 and 43 in parallel connection withlamps 40 and the transformer 27. At the same time the armature 3 isattracted, energizing magnet 32 to move the lever 35 clockwise to breakthe contact at 36 to extinguish the lights 37 in case the defect ocoursin line 8 before the lever 35 has been returned to its normal position.However it is desirable to have the defect signalized in the same wayunder all circuna stances, for which purpose lamps 13 are provided inparallel connection with the defect lamps 40. The lamps 43 are thus sosituated, that they give the same alarm sign as the lamps 37.

If the battery 1 is sufliciently put out of action both the armatures 6and 6 are released, but the contacts at 10 and 10 are not closed, sothat when the lever 35 at that moment happens to be in its drawnposition no stop alarm would be given if the lamps 43 were not provided.It will be appreciated that under these circumstances it is not urgentto increase the safety of the system by applying a reserve for thebattery 1. To the contrary it is of utmost importance that the lightingof the defect lamps and to a less degree the lighting of the stop lamps,under all circumstances is secured with almost certainty. For thispurpose the relays 5' and 5 may be duplicated at other points in theirrespective circuits, so that the circuit comprising the defect lampsalso is closed in case one of the armatures 6 or 6" would refuse to falldown 0. g. due to its adhering by rust to the core. Still more importantis the applying of reserve lamps 40 connected in parallel with the lamps40, so that the defect signal is given even if one of the lamps 40 isburned through. Of course reserve lamps may be applied in the same way(not shown) for the stoplamps 37 and 43. It is equally important to havea reserve source of current in case the lines 28 and 29 becomecurrentless. For this purpose a reserve battery 31 and a relay 30 areapplied. Upon the current ceasing to flow through the relay 30 itsarmature is released and the battery 31 automatically is put in action.

If desired simple means may be applied for giving the defect informationto the engineer e. g. in case the system is applied to a crossing. Thesemeans only comprises lamps 41 connected parallel to the defect lamps 40and situated say a mile from the crossing in the direction, from whichthe trains approach. The engineer, thus warned 1 of the defect shouldexercise caution in approaching the crossing and should see thatinformation as to the fact of the defect is sent from the next stationthat he passes to the proper authorities of the railroad. At thecrossing a switch 42 may be provided, which is accessible to the publice. g breaking a glass window, so that if necessary the Warning signal 41easily may be given.

If the system is destined for functionating with trains coming from oneor both the sides additional insulated railpieces 44 and 46 are appliedwith resistances 9 and 9 respectively. The pieces and 46 for startingthe alarm signal then are placed be twen the pieces 44 and 21 forfinishing the alarm signal. Though possible, it is not necessary toapply four differential relays under these circumstances as the line 45simply may be connected to the line 8" and the line 47 to the line 8,provided the magnitude of the resistances in question and the magneticpowers of the windings -18'-19 and 1819 are so chosen that the desiredequilibrium for the relays 2 and 2 is attained.

The system shown in Figure 5 only differs from that of Fig. 4 in thatthe alarmand defect relays are combined in single nondifferential relays50 and 50"; further, that the lever armature switch is replaced by awheel switch 54 and finally that some parts such as the reserve lampsare not shown.

Such wheel switches 54 as conventionally indicated are well known in theart and com-v prise a rotary wheel per se having its body and alternatesegments of electric conducting material, and its remaining segments ofelectric insulating material, so that the insulating and conductingsegments alternate,-

said wheel with its alternating segments having a smooth peripheralface, and electromagnetic means controlled by the various circults I andenergized in conformity with the conditions thereof are provided withpawl and ratchet means for turning said wheel per se successively stepby step a predetermined degree, degrees in the'form shown, at eachactuation such point as may be required. The details of this feature orwheel switch are old and well known to those skilled in the art and soare not shown nor claimed herein.

The strengths of the springs 52 and 53 are such, that under normalconditions only the armature 6' is attracted by the core 51, which hereis Tshaped.

The magnetic means for turning the wheel 54 are diagrammaticallyindicated at 55 as at 56 the line terminals which are to be connected atthe say uneven switchings of the wheel 54, these particulars alreadybeing after 7 to either open or close contact at known :in' the. art;Apart fromthe simplification: attained-by'the combination of thesaidytworelays, the provision of a wheel switch r the like has theadvantage, that thesystem with only, two insulated rail pieces 20" and21 is ready for-use with trains arrivin g from: both directions;

Ni-thither arrangement shown in Fig. 5 even the -rela 50 maybe dispensedwlth in which case it isadvisable to have the resist- If the which allshow the principal feature of the invention mentioned above are thefollowing. Mechanical means which always are more liable to defects andfor whlch reserves cannot easily be provided are avoided as far as Ipossible.

A defect is automatically signalized. Suflicient security may beattained with comparatively simple systems, whilst equally with simplemeans such as a reserve battery,

reserve lamps, etc. the safety may be increased at will.

The possibility is given to have a stop signal easily actuatedsimultaneously with. the defect signal and to have a very lowconsumption of current under normal conditions in case for the signals aseparate source of current is applied.

The sensibility of the relays may be easily varied as desired.

All important parts easily may be packed up e. g. in a metal casing, sothat they are inaccessible to the public.

The rail resistances may ohms.

It willneed no explanation that the systems disclosed without anyessential alterabe reduced to 10 tion may be used for other purposessuch as signal controlling circuit embracing a source of electricalenergy, a resistance arranged between an insulated portion of one railof the railroad track and the other rail of said track and a signalrelay comprising said movable part and adapted to cause said part toclose the signal circuit upon short-circuiting of said resistance, witha normally open defect circuit embracin means for causing another lightsignal for indicating a defect, a source of electrical energy and amovable part of a defect relay which is so embraced by thesignal-controlling circuit thatits movable part is caused to close thedefect circuit upon the part of the controlling circuit {1- comprisingthe said resistance becoming currentless.

2. A remote control electrical system as defined in claim 1 wherein thesignal relay is a differential relay.

In testimony whereof I have signed my name to this specification.

HENRIOUS FROGER.

